Draft-rigging for railway-cars



(NQ Model.) 2 sheets-'Sheet 1.

. P, L. LAM-KEY. DRAFT RIGGING FOR RAILWAY GARS.

No. 563,283. E, j' 1` amenwg1` July 7, 1896.

n we navals Paths-'cm fvwm. THQ, Amma (No Model.) 2 Sheets-Sheet 2.

P. L. LAMKEY. DRAFT RIGGING FOB. RAILWAY GARS.

No. 563,283. y I Patented'July 7, 1896.

0 a a o l@ u /ZQ 'I V Il ""un mum ""*ml ml" l n um m' 'I' l Y 6 ff IUNITED STATES I PATENT OFFICE.

FRANK L. LAMKEY, OF ST. LOUIS, MISSOURI, ASSIGNOR OF ONE-HALF TO PETERH. MURPHY, OF EAST ST. LOUIS, ILLINOIS.

DRAFT-RIGGlNG FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 563,283, dated July '7,1896. Application filed November 6, 18Q5.` Serial No. 568,079. (Nomodel.)

To aZZ whom t may concern:

Be it known that I, FRANK L. LAMKEY, a citizen of the United States,residing at the city of St. Louis, State of Missouri, have invented acertain new and useful Improvement in Draft-Rigging for Railway-Cars, ofwhich the following is a full, clear, and exact description, referencebeing had to the accompanying drawings, forming part of thisspecification, wherein- Figure l is a plan View of my improveddraft-rigging. Fig. 2 is a front elevational view of the same, partly insection. Fig. 3 is a side elevational View of the same. Fig. 4 is abottom plan view of the draft-rigging. Fig. 5 is a detail view of'on'eof the draftbraces. Fig. 6 is a det-ail View of the combined dead-woodand carrying-arms'as being made in one piece. Fig. 7 is a detail of theliners which are arranged in the draw-head opening in the carrying-arms.Fig. 8 is a detail view of the side body-bearing and its adj ustin g-liner.

This invent-ion relates to a new and useful improvement in draft-riggingfor railwaycars, the object being to construct a draftrigging which willbe simple, strong, and compact, and one which, when in use, will requirebut little attention by reason of its non-lia bility of becomingdisarranged.

Vith this object in view the invention consists in construction,arrangement, and combination of the several parts, all as willhereinafter be described, and afterward pointed out in the claims.

In the drawings, A indicates the end sill, B the outside sills, O theintermediate sills, and D the draft-sills, of the framework of anordinary car.

E indicates the body-bolster, which is secured to the under side ofthese sills a suitable distance from the end sill, which bolster hasformed at about its middle a center bearing through which is passed theking-bolt for the truck. This bolster consists of a main vertical web,which is preferably centrally disposed, and an attaching base-flange e.The main web is braced at suitable points by the lateral web e. Thebolts which secure the base-liange to the sills are preferably placed asfar apart from each other as possible in order to preserve the strengthof the sills, and to strengthen the tops of the sills I arrange platesF, through which said bolts pass, said plates acting as washers for thebolts. Arranged on the lower edge of the main web, at proper points, arelugs or ears e", which are preferably perforated to receive pins orprojections g, extending upwardly from the side bearing-plates G.

Side bearing-plates G are made adjustable by liners H, arrangedtherebetween, and the lugs e" and are held in their adjusted positionsby Cotter-pins passing through holes in the upwardly-extendingprojections above the lugs. By this arrangement, when thesidebearing-plate surfaces are worn, they are removed and one or moreliners H are inserted to build up the bearing.

I indicates the draft-irons, which are preferably duplicates of eachother, and are secured on the lower sides of the draft-sills. Thesedraft-irons are of inverted-L shape in cross-section, and are secured inplace by bolts passing through the horizontal members, the draft-sills,and through strap-irons .I on top of the sills, which strap-irons act aswashers and give strength to the structure. The horizontal members ofthesey draft-irons are cut away near the rear ends and formed with areduced portion in its vertical web, in which lits the horizontal baseand main web of the body-bolster, the draftiron being received in acut-away portion' of the body-bolster for this purpose. Lips t' areformed on the draftirons to aiford a more extended bearing-surfaceagainst the main web of the body-bolster and toadd strength to the partsat this point.

K indicates 'alining lugs extending from the inner faces of thedraft-irons and formed with a central opening to receive the tail-boltof the draw-bar, said lugs acting as a seat for the draw-bar spring.

The forward' ends of the vertical webs of the draft-irons are slotted,as at i', for the passage of the cross-bar of the continuous draw-barattachment.

L indicates a combined dead-wood and carrier-arm which is fitted overthe forward ends of the draft-irons and secured thereon by bolts whichpass therethrough and through IOO the horizontal iianges of thedraft-irons. This dead-wood also receives the ends of the bracerods,which extend longitudinally of the car. The openings for these rods areshown in the drawings, but not the rods themselves.

As stated before, block L foims the deadwood and carrier-arms combined.The deadwood, as is understood in ordinary constructions, consists of ablock of hard wood faced with an iron plate, through which passes thebrace-rods. This block rests solidly against the end wall of the car,which is secured to the end sill. The term carrier-arm7 or carrying-arm7 relates to a U -shaped bar of iron which is bolted to the under sideof the dead-wood to support the coupler. There are many objections tothis old form, by reason of its non-stability, insecurity, and liabilityto become disarranged. Itis considered unnecessary to give a catalogueof these objections, a-s they are too numerous to recite. It issufficient to say that they exist, andthe commonest is generallyconceded to reside in the carrying-arm becoming detached, in which eventthe coupler drops, and when attempt is made to couple with a runningswitch the coupler, being below the line, will not couple, but act as alever to wrench the sills out of place, frequently with disastrousresults. My combined dead-wood and carrier-arm obviates this objectionand insures the proper position of the coupler at all times. The openingfor the draw-bar is provided with bottom and side lin ers, which may beremoved when worn and new ones inserted. The bottom liner M is form edwith recesses in its ends, through which passes a reduced extension onthe lower end of the side liners N. These side liners,as shown in Fig.7,are flattened to afford a wear-surface for the draw-bar. They areintroduced in openings in the top of the deadwood, and are held in placeby Cotter-pins, which pass through their lower ends below that portionof block L which performs the function of the carrier-arm.

I am aware that many minor changes in the construction, arrangement, andcombination of the several parts of my device may be made andsubstituted for those herein shown and described without in the leastdeparting from the nature and principle of my invention.

Having thus described my invention, what I claim, and desire to secureby Letters Patent, is-

l. A body-bolster which is substantially T- shaped in cross-section, andhaving a center bearing about its middle and perforated lugs on its mainweb, all made of one piece, in combination with a side bearing-plateprovided with extensions which fit in the perforations of said lugs, andliners; substantially as described.

2. The combination with a bodybolster, and draft-irons whose rear endspass through openings in said bolster, said draft-irons having lips t'on each side of the bolster to afford a more extended bearing-surface;substantially as described.

8. The combination with a body-bolster which is formed with asecuring-flange and a central vertically-disposed web, of draft-irons ofsubstantially inverted-L shape which are secured to the sills of the carand whose rear ends pass through openings in the body-bolster, thehorizontal members of said draftirons being cut away to receive thebase-flan ge of the body-bolster, the vertical portions of whichdraftirons are recessed to receive the vertical webs of thebody-bolster; substantially as described.

4. The combination with a bolster, of draftirons, the rear ends of whichengage said bolster, and an integral dead-wood and carrierarm with whichthe front ends of the draftirons engage; substantially as described.

5. The combination with a bolster, of inverted-L-shaped draft-ironswhose rear ends iit in openings in the bolster, and alining projectionson said irons for receiving the tailbolt of the coupler; substantiallyas described.

G. The combination with the draft-irons, of an integral dead-wood andcarrying-arm mounted on their front ends, said dead-wood andcarrying-ar1n being formed with an opening for the draw-bar, and linersin said open ing; substantially as described.

7. The combination with an integral deadwood and carrying-arm, which areprovided with an opening for the drawbar, of a liner having recesses inits ends, arranged in the bottom of said opening, and side liners whichare introduced from above and which have projections ext-ending throughthe recesses in the bottom liner to hold the latter in place;substantially as described.

S. The herein-described combined deadwood and carryin garm, formed withan opening to receive the coupler, and socketed openings to receive thefront ends of the draft irons; substantially as described.

In testimony whereof I hereunto affix my signature, in presence of twowitnesses, this 30th day of October, 1895.

FRANK L. LAMKEY. lVitnesses:

F. R. CoRNwALL, HUGH K. VAGNER.

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